Partial forced induction system

ABSTRACT

A partial forced induction system is provided that has one or more combustion engine cylinders with each engine cylinder having a first and a second intake valve with individual ports. A source of forced induction in fluid communication with the one or more combustion engine cylinders and urging air into the one or more combustion engine cylinders. A naturally aspirated intake manifold path connecting to each of the first intake valves at each of said one or more engine cylinders. A forced induction intake manifold path connects the source of forced induction to each of said second intake valves at each of the one or more engine cylinders.

RELATED APPLICATIONS

This application claims priority benefit of U.S. Provisional ApplicationSer. No. 61/921,272 filed 27 Dec. 2013; and 61/925,909 filed 14 Jan.2014; the contents of which hereby incorporated by reference.

FIELD OF THE INVENTION

The present invention generally relates to internal combustion engines;and in particular to partial forced induction system and methods forimproved engine performance and efficiency.

BACKGROUND OF THE INVENTION

Recent developments in internal combustion engine technology havesimultaneously increased specific power, reduced fuel consumption, andreduced emissions. The performance improvements have been accomplishedwith the development of multi-valve engines, variable valve timing,direct fuel injection and application of forced induction (eithersupercharging, turbocharging, turbo-compounding, or a combination ofsupercharging and turbocharging).

Forced induction is used to increase engine power and efficiency. Aforced induction engine is essentially two compressors in series. Thecompression stroke of the engine is the main compression that everyengine has, and an additional compressor feeding into the intake of theengine makes it a forced induction engine. A compressor supplying apressurized induction charge into the engine greatly increases the totalcompression ratio of the entire system, and this additional intakepressure is commonly referred to in the industry as boost.

A turbocharger relies on the volume and velocity of exhaust gases tospin (referred to herein synonymously as spool) a turbine wheel, whichis connected to a compressor wheel via a common shaft. The boostpressure produced can be regulated by a system of release valves andelectronic controllers. The chief benefit of a turbocharger is that itconsumes less power from the engine than a supercharger; while the maindrawback of a turbocharger is that engine response suffers greatlybecause it takes time for the turbocharger to come up to speed (referredto herein synonymously as spool up). The delay in power delivery fromthe turbocharger is referred to as turbo lag. Turbocharger design isinherently one of compromise in which a smaller turbocharger will spoolquickly and deliver full boost pressure at low engine speeds, but boostefficiency will suffer at high engine revolutions per minute (RPM). Itis appreciated that high and low values of RPM with respect to givenengine are relative, with high RPM range typically being associated withacceleration of the vehicle. By way of example 3000 RPM is exemplary ofa high RPM value for a conventional mid-size 6 cylinder sedan. A largerturbocharger, on the other hand, will provide improved high-RPMperformance at the expense of lower RPM response. Other common designissues related to turbochargers include limited turbine lifespan, due tothe high exhaust temperatures it must withstand, and the restrictiveeffect the turbine has upon exhaust flow. Superchargers, in contrast toturbochargers, have almost no lag time to build pressure because thecompressor is always spinning proportionally to the engine speed.Superchargers are not as common as turbochargers because superchargersuse the torque produced from the engine to operate; and, the torqueutilized by the supercharger results in some loss in power andefficiency obtained from the engine.

An electric forced induction system utilizes an electric motor drivencompressor to pressurize the intake air. By pressurizing the airavailable to the engine intake system, the air becomes denser, and ismatched with more fuel, thereby producing increased horsepower. However,the power requirements and costs associated with electrically powering acompressor have limited commercial application of electric forcedinduction to-date.

Existing implementations of turbocharging, supercharging, and electricforced induction have met with growing acceptance but have limitations.For example, in turbocharging implementations, it is difficult tooptimize compressor efficiency throughout the engine speed range, andthat requires a compromise that accepts either lower efficiency andresponsiveness at low RPMs to achieve higher efficiency at high rpm; orlower efficiency at high RPM to achieve better responsiveness andefficiency at low rpm. Turbocharging also suffers from turbo lag due tothe inertial delay associated with accelerating the turbine wheels. Thepackaging of hot turbocharger components in the engine compartment ischallenging, and there is heat transfer from the compressor to theintake charge under all operating conditions. There is also anundesirable back pressure associated with extracting exhaust heat energywith the turbocharger. In supercharging implementations the powerrequired to drive the supercharger—even when boost is not required(assumes a typical internal compressor by-pass) is a drain on theengine, as well as the power required to overcome supercharger inertiaupon acceleration. There is unwanted heat transfer from the superchargerhousing to the intake charge under all operating conditions, andadditional packaging requirements for the supercharger. In addition,supercharging efficiency decreases at higher engine speeds and airflow.Electric forced induction implementations suffer from high powerrequirements and high costs associated with electrically powering aforced induction compressor and have limited commercial application todate.

While there have been many advances in forced induction, furtherimprovements in combustion engine performance and efficiency are neededto meet mileage and performance requirements, while mitigating theproblems and design limitations of existing implementations of forcedinduction. Thus, there exists a need for improved forced inductionsystems for improving combustion engine performance and efficiency.

SUMMARY OF THE INVENTION

A partial forced induction system is provided that has one or morecombustion engine cylinders with each engine cylinder having a first anda second intake valve with individual ports. A source of forcedinduction in fluid communication with the one or more combustion enginecylinders and supplying air into the one or more combustion enginecylinders. A naturally aspirated intake manifold path connecting to eachof the first intake valves at each of said one or more engine cylinders.A forced induction intake manifold path connects the source of forcedinduction to each of said second intake valves at each of the one ormore engine cylinders.

BRIEF DESCRIPTION OF THE DRAWINGS

The subject matter that is regarded as the invention is particularlypointed out and distinctly claimed in the claims at the conclusion ofthe specification. The foregoing and other objects, features, andadvantages of the invention are apparent from the following detaileddescription taken in conjunction with the accompanying drawings whereinlike reference numerals refer to like parts throughout the severalviews, and in which:

FIGS. 1A and 1B are schematic diagrams of conventional supercharger andturbocharger systems, respectively;

FIGS. 2A and 2B are schematic diagrams of a partial supercharging systemaccording to embodiments of the invention;

FIGS. 3A and 3B are schematic diagrams of a partial turbocharging systemaccording to embodiments of the invention;

FIGS. 4A and 4B are schematic diagrams of a switching valve in inductionpaths for naturally aspirated and under boost conditions according toembodiments of the invention;

FIGS. 5A and 5B are schematic diagrams of alternative check valveinduction paths for naturally aspirated and under boost conditionsaccording to embodiments of the invention;

FIGS. 6A and 6B are schematic diagrams of an electrical partial forcedinduction system according to embodiments of the invention;

FIG. 7 is a valve timing schematic depicting the delayed forcedinduction intake valve (I) closing compared to the naturally aspiratedintake valve (In) closing according to an embodiment of the invention;and

FIG. 8 is a schematic of a partial turbocharging system withanti-reversion check valves, and a Detail B view of an anti-reversioncheck valve schematic according to an embodiment of the invention; and

The detailed description explains the preferred embodiments of theinvention

DETAILED DESCRIPTION OF THE INVENTION

The present invention has utility as partial forced induction systemsand methods for improved engine performance, responsiveness, andefficiency. Embodiments of the inventive partial forced inductionsystems also reduce implementation costs, weight, packagingrequirements, and thermal loading of an engine. Embodiments of theinventive partial forced induction systems utilize separate inductionports in multi-valve engines, by applying forced induction to only oneof each cylinder's intake valves according to an on demand basis. Thefundamental advantage of this inventive approach is that the compressorneed not be sized to handle the entire induction airflow. According tothe present invention in some embodiments, the forced air induction isactuated under all operating conditions and as such, an inventive systemis readily produced that that excludes and is therefore without a forcedair induction stopping mechanism. Inventive embodiments of the partialforced induction system utilize direct fuel injection, and multipleintake valves with independently variable timing. Partial ForcedInduction is particularly well suited to direct cylinder injection (gas,diesel, natural gas, etc.) because fuel is injected into the entireinduction charge under all operating conditions. Independently variablevalve timing can be used to optimize engine performance and efficiencyunder all operating conditions. With normal road load conditions (i.e.,when boost is not required to meet vehicle road load demands), intakevalve timing can be optimized as it would in a naturally aspiratedengine. However, with increased power demand, the turbocharger,supercharger or compressor create a “forced induction” port to increaseengine power. With variable valve timing, the intake valve timing ischanged such that the naturally aspirated valve closing precedes thetiming of the “forced induction” valve such that forced induction valvehas a later closing, thus “capturing” the pressurized induction charge.In this manner, a portion of the induction charge by-passes thecompressor (typically a turbocharger or supercharger), and thecompressor needs only to supply enough pressurized air to “pack” theinduction charge to the desired pressure level.

Alternatively, in other embodiments of the inventive partial forcedinduction system variable valve timing is not required. An engine with afixed valve timing configuration can take advantage of thetime/transport lag associated with intake gas dynamics. Partial ForcedInduction will work with intake valves that have identical timing, butwill be limited at the point where the forced intake charge escapesthrough the naturally aspirated intake valve. One solution to this“reversion” of the forced induction incorporates check valves in thenaturally aspirated ports or intake manifold runners to capture thepressurized charge, thus preventing reversion. Alternatively, a singleanti-reversion check valve can be incorporated upstream of theindividual naturally aspirated intake manifold runners. In eitherconfiguration, the improvements to engine performance will be comparableto the embodiments that utilize variable valve timing. Additionally,these configurations with fixed valve timing can still be used incombination with the “cam phasing” utilized on many modern engines.

In embodiments of the invention, the issue of reversion with fixed valvetiming may be addressed by providing intake valves with a fixed timingdifferential, such that the naturally aspirated valve always closesbefore the “forced induction” valve. One way in which this fixed timingdifferential can be accomplished is by splitting the cam lobes thatactuate the intake valves so that the naturally aspirated intake valveclosing can precede the closing of the “forced induction” valve. Thisapproach can still incorporate “cam phasing”, as utilized on many modernengines. Note also that researchers have experimented with staggeredintake valve timing in naturally aspirated engines to increaseturbulence in the combustion chamber, through tumble or swirl motions,to create a “fast burn” and further improve engine efficiency. Hence,there is potential for an additional benefit using staggered intakevalve timing.

Embodiments of the inventive partial forced induction systems can alsoincorporate a switching mechanism that is generically depicted in theaccompanying drawings with respect to reference numeral 50 andillustratively includes devices such as a switching valve, a check valveor a combination thereof, such that under normal road load conditions(i.e., when boost is not required to meet vehicle road load demands),the entire induction charge by-passes the turbocharger, supercharger orcompressor. However, with increased power demand, a portion of theintake charge is routed from the forced induction device. Incorporationof such a switching mechanism avoids restriction and heat transfer fromthe forced induction device under road load conditions; improvingefficiency and responsiveness.

Embodiments of the inventive partial forced induction systems providethe following efficiency and implementation advantages forturbocharging, supercharging, and electric forced induction as follows:

In turbocharging implementations with embodiments of the inventivesystem there are lower parasitic losses, since the turbochargercompressor only needs to handle 70-75% of the intake charge versus aconventional turbocharging implementation. This 25-30% lower range ofairflow requirements for partial turbocharging allows selection ofturbocharger aspect ratio dimensions that better optimize low/high speedtrade-offs. The 25-30% reduced airflow requirements with partialturbocharging yield smaller, less expensive and lighter turbochargers.In some applications, a twin-turbocharger or twin-scroll system can bereplaced with a simpler single turbocharger and still provide equivalentresponsiveness and performance. There is a potential for proportionatelyreduced intercooler size and cost due to the 25-30% lower quantities ofair that pass through the turbocharger. The lower rotating inertia of asmaller turbocharger reduces turbocharger “lag”, and the fact that the100% of the exhaust flow is used to power only 70-75% of the inductionflow also makes for a more responsive turbocharger. This smallerturbocharger is easier to package, and reduces thermal loads in theengine compartment. A reduction in intake air charge temperatures can beexpected when a switching mechanism is incorporated, since heat transferfrom the compressor only occurs under boost, and when it does, only to aportion of the intake charge.

In supercharging implementations with embodiments of the inventivesystem there are 25-30% lower compressed airflow requirements associatedwith partial forced induction that allow for a smaller, less expensive,and lighter supercharger, requiring proportionally less engine power todrive the smaller supercharger, thus reducing parasitic losses.Furthermore, a smaller supercharger has lower rotating masses andinertia, making the system even more responsive. Partial superchargingutilizing a switching mechanism reduces heat transfer to the intakecharge, since heat transfer only occurs under boosted conditions, andwhen it does, heat is transferred to only a portion of the intakecharge; consequently the intercooler size and cost may be reduced, aswell as reducing packaging requirements. The proportionately smallersuperchargers is made to be more efficient throughout the speed range bythe present invention. The lower rotating mass of partial superchargingin some inventive embodiments allows for replacement of a by-passsystem, with a clutched system, further reducing engine parasitic losseswhen no boost is required.

Electric forced induction implementations with embodiments of theinventive system can make electrification of the compressor commerciallyviable, since a 25-30% smaller compressor is required, withcorresponding reduction of the electric motor sizing. The smallercompressor and electric motor translate into a reduced system cost andweight. Furthermore, the 25-30% lower range of airflow requirements forpartial forced induction allow for improved optimization of thecompressor sizing. Electrification using partial forced induction canfurther reduce parasitic losses from the engine output thereby makingthe system more efficient. Due to the 25-30% lower quantities of air,there is also potential for reduced intercooler size and cost. Throughelectrification, turbo lag can be virtually eliminated, as the electricmotor driving the compressor can be switched on in anticipation of boostrequirements. The smaller electrified compressor allows for packageflexibility and eliminates the engine compartment thermal loadsassociated with turbochargers. These proportionately lower powerrequirements for the electrically driven compressor makes it easier tointegrate the system with other electrical power systems, such aselectrified stop/start, or hybrid vehicle systems.

While implementations of embodiments of the present invention areapplicable to a whole range of internal combustion engines, it isexemplified herein in the following figures as applied to a conventional4-cylinder, 4-valve (2 intake (I), 2 exhaust (E)) engine. All otherconfigurations (3-cylinder, 4-cylinder, I6, V6, V8, etc.) are made up ofthe essential building blocks described herein. In this example, directgas or diesel injection is assumed, although embodiments of partialsupercharging can be applied to carbureted, or port injected engines aswell.

Referring now to the figures, FIGS. 1A and 1B show conventional priorart implementations of supercharging system 10 and turbocharging system30, respectively for comparison to the inventive embodiments of FIGS.2A-9. As shown in FIG. 1A, filtered air from air filter 18 is fed vialine 20 into supercharger 22 which is driven by the engine 12 via drivemechanism 28. The charged air output from the supercharger 22 issupplied to the intercooler 26 via line 24. It is appreciated that innumerous embodiments of the present invention, an intercooler is notpresent. The cooled supercharged air is then supplied via the intakemanifold 16 to both of the intake valves (I) of each of the cylinders 14of engine 12. In a similar manner in FIG. 1B, filtered air from airfilter 18 is fed via line 20 into turbocharger 32 which utilizes heatedexhaust gas from the exhaust valves (E) via exhaust manifold 34. Thecharged air output from the turbocharger 32 is supplied to theintercooler 26 via line 24. The cooled supercharged air is then suppliedvia the intake manifold 16 to both of the intake valves of each of thecylinders 14 of engine 12.

FIGS. 2A and 2B are schematic diagrams of a partial supercharging system40 according to embodiments of the invention both without (FIG. 2A) andwith a switching mechanism 50 (FIG. 2B). The intake manifold usingpartial forced induction splits the induction flow into two paths: (1) anaturally aspirated intake manifold path 54 connected to the naturallyaspirated ports and intake valves (In), and (2) a “forced induction”intake manifold path 48 connected to the forced induction intake portsand valves (I). Note that the supercharger 42 and intercooler 46 withpartial supercharging are schematically depicted as smaller in size thantheir conventional counterparts in FIG. 1A, since they handle reducedair flow. In FIG. 2A an engine driven supercharger 42 receives air fromthe air filter 18 and supplies compressed air through the intercooler 46to the forced induction intake manifold path 48. In FIG. 2B a switchingmechanism 50 as used herein illustratively includes a switching valve,or alternatively a check valve detailed with respect to referencenumeral 52, located upstream of the force induction intake manifoldpath, can alternatively connect to uncompressed air from the air filter18, or direct compressed air from the engine driven supercharger 42,through the intercooler 46 to the forced induction intake manifold path48. It is appreciated that in some inventive embodiments the switchingmechanism is located within the forced induction portion of the engineand mounted therein. It is further appreciated that the switchingmechanism 50 in other inventive embodiments is positioned upstream ofthe supercharger 42 relative to air flow to yield an operative inventivedevice that retains the benefits of the present invention (not shown).

FIGS. 3A and 3B are schematic diagrams of a comparison of a partialturbocharging system 60, where the partial forced induction is appliedin a similar manner to the partial supercharging described in FIGS. 2Aand 2B. The intake manifold using partial forced induction splits theinduction flow into two paths: (1) a naturally aspirated intake manifoldpath 54 connected to the naturally aspirated ports and intake valves(In), and (2) a “forced induction” intake manifold path 48 connected tothe forced induction intake ports and valves (I). Note that theturbocharger 62 and intercooler 46 with partial forced induction areschematically depicted as smaller in size than their conventionalcounterparts of FIG. 1B since they handle reduced airflow. In FIG. 3Athe turbocharger 62 receives air from the air filter 18 and suppliescompressed air through the intercooler to the forced induction manifoldpath 48. In FIG. 3B, a switching mechanism 50 as used hereinillustratively includes a switching valve, or alternatively a checkvalve 52, located upstream of the force induction intake manifold path48, can alternatively connect to uncompressed air from the air filter18, or direct compressed air from the turbocharger 62, through theintercooler 46 to the forced induction intake manifold path 48. It isappreciated that in some inventive embodiments the switching mechanismis located within the forced induction portion of the engine and mountedtherein. It is further appreciated that the switching mechanism 50 inother inventive embodiments is positioned upstream of the turbocharger42 relative to air flow to yield an operative inventive device thatretains the benefits of the present invention (not shown).

FIGS. 4A and 4B are schematic diagrams of a switching valve 50 ininduction paths for naturally aspirated and under boost conditionsaccording to embodiments of the invention. The switching valve 50incorporates a valve gate 56. In the naturally aspirated mode, as shownin FIG. 4A, the valve gate 56 closes off the intake path from thesupercharger and intercooler, and simultaneously opens the path from theair filter to the forced induction manifold. Under boost, as shown inFIG. 4B, the valve gate 56 is switched to close the path from the aircleaner, and opens the path from the supercharger and intercooler to theforced induction manifold. Note that the switching valve 50 can beeither passively or actively operated. For passive operation, the valvegate 56 is spring loaded to close the path from the supercharger andintercooler in the naturally aspirated mode. Under boost, pressure fromthe supercharger overcomes the spring bias pressure on the valve gate56, opening the connection to the forced induction manifold, whilesimultaneously closing the path from the air filter. For an activelyoperated switching valve 50, the valve gate 56 is moved from thenormally closed naturally aspirated position to the boost position by asignal from the electronic engine controller, where the signal ispredominantly derived by power demand deduced from manifold pressure.

FIGS. 5A and 5B are schematic diagrams of alternative check valve 52 forinduction paths for naturally aspirated and under boost conditionsaccording to embodiments of the invention. The check valve 52 is analternative to the switching valve 50 described in FIGS. 4A and 4B,where check valve 52 is incorporated within a “T” or “Y” shapedconnector 58 between the air filter 18, intercooler 46, and forcedinduction intake manifold path 48. The check valve 52 is located withinthe connector 58 such that it freely allows induction air to pass fromthe air filter 18 to the forced induction intake manifold port 48 whenin the naturally aspirated mode. When the compressor (e.g., supercharger42) provides boost, however, the check valve 52 prevents the boostedinduction charge from reverting to the air filter 18, thus directing itto the forced induction intake manifold path 48. Typical check valvesthat can be employed include flapper valves and reed valves.

FIGS. 6A and 6B are schematic diagrams of an electrical partial forcedinduction system 70 according to embodiments of the invention thatoperates in a similar manner to the partial supercharging described inFIGS. 2A and 2B, respectively. As shown in FIG. 6A, the intake manifoldusing partial forced induction splits the induction flow into two paths:(1) a naturally aspirated intake manifold path 54 connected to thenaturally aspirated ports and intake valves (In), and (2) a “forcedinduction” intake manifold path 48 connected to the forced inductionintake ports and valves (I). The compressor 74, driven by an electricmotor 72, receives air from the air filter 18 and provides compressedair through the intercooler 46 to the forced induction intake manifoldpath 48. As with the supercharger and turbocharger applications, thecompressor 74 and intercooler 46 are smaller than that required for aconventional application due to the reduced airflow requirements. Thecompressor 74 can be either positive displacement, or centrifugal,although centrifugal is probably more efficient in most cases. Thesmaller compressor 74 allows sizing of a less powerful motor 72, makingsuch an application more commercially viable. In FIG. 6B, a switchingmechanism 50 as used herein illustratively includes a switching valve,or alternatively a check valve 52, located upstream of the forceinduction intake manifold path, can alternatively connect touncompressed air from the air filter 18, or direct compressed air fromthe compressor 74 driven by an electric motor 72, through theintercooler 46 to the forced induction intake manifold path 48. As withthe supercharger and turbocharger applications, the compressor 74 andintercooler 46 are smaller than that required for a conventionalapplication due to the reduced airflow requirements. It is appreciatedthat in some inventive embodiments the switching mechanism is locatedwithin the forced induction portion of the engine and mounted therein.In certain embodiments the electric motor is connected to an electricpower supply system of other regenerative engine systems, such aselectrified stop/start, or hybrid powertrains. It is further appreciatedthat the switching mechanism 50 in other inventive embodiments ispositioned upstream of the compressor 74 relative to the airflow toyield an operative device that retains the benefits of the presentinvention (not shown).

In an embodiment of this invention that utilizes direct fuel injection,and multiple intake valves with independently variable timing, intakeand exhaust valve timing can be optimized in the same manner asconventional engines under normally aspirated operating conditions.Under boost, however, the timing of the intake valves is split accordingto whether the intake valve is connected to the naturally aspiratedintake manifold, or forced induction intake manifold. As depicted inFIG. 7, both intake valves open at the same time (nominally Top DeadCenter (TDC), however, under boost, intake valve timing is changed sothat the naturally aspirated valve closing (nominally Bottom Dead Center(BDC)) precedes the timing of the “forced induction” valve; such thatthe forced induction valve has a later closing 91—“capturing” thepressurized induction charge.

Partial Forced Induction can be applied to internal combustion engineswithout fully independently variable valve timing. Such an approachtakes advantage of the transport time lag associated with the intake gasdynamics. Partial forced induction will work with intake valves thathave identical timing, but the amount of boost achieved may be limitedby the transport time between the boosted intake valve and naturallyaspirated intake valve. Boost pressures are limited by the time it takesfor the boosted intake charge to escape through the open naturallyaspirated intake valve, in a condition called reversion.

Referring to FIG. 8, this reversion of pressurized air through thenaturally aspirated intake vale can be minimized by the incorporation ofanti-reversion check valves 90 located in the naturally aspirated intakevalve ports (In) or individual naturally aspirated intake manifoldrunners. In FIG. 8, partial forced induction of a turbochargerapplication is depicted. Check valves 90 (for example, flapper or reedvalves) are used to prevent backflow of the pressurized intake chargeinto the naturally aspirated intake manifold, thus capturing the boostedintake charge within the combustion chamber. Alternatively, a manifoldanti-reversion check valve 92 can be incorporated in the naturallyaspirated intake manifold upstream of the individual runners, as shown.Note that “cam phasing” used on many of today's engines can still beincorporated with either approach.

Another method of applying forced induction valve timing is toincorporate intake cams with split lobes that actuate the valves. Asdepicted in FIG. 7, both intake valves open at the same time (nominallyTop Dead Center (TDC), however, intake valve timing is changed so thatthe naturally aspirated valve closing (nominally Bottom Dead Center(BDC)) precedes the timing of the “forced induction” valve; such thatthe forced induction valve has a later closing 91—“capturing” thepressurized induction charge. Traditional cam phasing can still beemployed with this approach. This split lobe cam approach can also beused in concert with the anti-reversion check valves.

The foregoing description is illustrative of particular embodiments ofthe invention, but is not meant to be a limitation upon the practicethereof. The following claims, including all equivalents thereof, areintended to define the scope of the invention.

The invention claimed is:
 1. A partial forced induction system, saidsystem comprising: one or more combustion engine cylinders with eachengine cylinder having a first and a second intake valve with individualports; a source of forced induction in fluid communication with the oneor more combustion engine cylinders for supplying a pressurizedinduction charge into the one or more combustion engine cylinders; anaturally aspirated intake manifold path connecting solely to each ofsaid first intake valve of said one or more combustion engine cylinders;and a forced induction intake manifold path connecting solely to each ofsaid second intake valve of said one or more combustion enginecylinders.
 2. The system of claim 1 further comprising a switch, saidswitch modulating air flow between a naturally aspirated source andpressurized air from said forced induction source while simultaneouslyclosing the path to the naturally aspirated source.
 3. The system ofclaim 2 wherein said switch is a switching valve.
 4. The system of claim3 wherein said switching valve is passively actuated by a pressuredifferential when boost is supplied by said source of forced inductionto overcome and open a closed connection to said forced induction intakemanifold, and simultaneously close the path to the naturally aspiratedair source.
 5. The system of claim 3 wherein said switching valve isactuated by a signal from an electronic engine controller to switch aclosed connection to said forced induction intake manifold, and an openconnection to said naturally aspirated air source, to an open connectionfrom said forced induction source and a closed connection to thenaturally aspirated air source.
 6. The system of claim 1 furthercomprising a check valve located upstream of a “T” or “Y” connectionbetween a naturally aspirated source, said forced induction source, andsaid forced induction intake manifold path, such that said check valveallows naturally aspirated induction from said naturally aspiratedsource, but under a boost condition said check valve prevents back flowto said naturally aspirated source, thus directing pressurized air tosaid forced induction intake manifold path.
 7. The system of claim 1wherein said naturally aspirated intake manifold path comprises an airfilter.
 8. The system of claim 1 wherein said source of forced inductionis at least one compressor, at least one supercharger, or at least oneturbocharger.
 9. The system of claim 1 further comprising an intercoolerpositioned between said source of forced induction and said forcedinduction intake manifold path.
 10. The system of claim 1 wherein saidfirst intake valve closes before said second intake valve.
 11. Thesystem of claim 1 further comprising an anti-reversion check valve. 12.The system of claim 11 wherein said anti-reversion check valve ispositioned between each of said first intake valve of the one or morecombustion engine cylinders and said naturally aspirated intake manifoldpath connected to each of said first intake valve of the one or morecombustion engine cylinders.
 13. The system of claim 1 furthercomprising a single anti-reversion check valve positioned along saidnaturally aspirated intake manifold path connected to each of said firstintake valve of the one or more combustion engine cylinders.
 14. Thesystem of claim 1 wherein said naturally aspirated intake manifold pathand said forced induction intake manifold path are both housed withinthe same intake manifold housing.
 15. The system of claim 11 wherein theanti-reversion check valve is integrated into the naturally aspiratedintake manifold path.
 16. The system of claim 1 further comprising anelectric motor that drives said source of forced induction wherein saidelectric motor is actuated by a signal from an electronic enginecontroller.
 17. The system of claim 16 said electronic motor isconnected to an electric power supply system of a regenerative enginesystem.
 18. The system of claim 1 further comprising a direct fuelinjection into the engine cylinder.